Ignition timer controlling device



Dec. 28, 1937. B E 2,1Q3,348

IGNITION TIMER CONTROLLING DEVICE Original Filed Aug. 13, 1934 2 Sheets-Sheet l FIG. I

,. I LEONARD D. oyce v ,INVENTOR ATTORNEY De. 28, 1937. L. D. BOYCE 2,103,348.

IGNITION TIMER CONTROLLING DEVICE Original Filed Aug. 13, 195,4v 2 Shets-Sheet 2.

77/430 TTLE VALVE CLOSED FIG. 3 ADVANCE flma T745 VALVE PAR TLY OPE/V 4 ADVANCE Tf/RO TTLE VAL YE /-/A L F OPE/V FIG? 5 ADVANCE He. 6 THROTTLE VALVE FULLY OPE/V LEONARD D. BOY I 4 INVEN:0ER

Patented Dec. 28, 1937 PATENT OFFICE IGNITION TIMER CONTROLLING DEVICE Leonard D. Boyce, Maplewood, M0.

Application August 13, 1934, Serial No. 739,559 Renewed July 12, 1937 1 Claim.

This invention relates to internal combustion engines and more particularly to devices for controlling the spark timing of such engines.

It is desirable in engines of this type to have the spark occur at a later point in the cycle when the throttle is in either the closed position or the fully open position. It is also desirable that the spark will be advanced during the inter- I mediate stages of a'partly open throttle, being advanced during early stages of the opening of the throttle and being retarded near the end of thethrottle movement.

This application covers an improvement on the device set forth in my prior Patent No. 2,025,829, of June 30, 1936, for Improvements in internal combustion engines.

It is an object of this invention to provide a new and improved device for regulating the position of the spark in accordance with the position of the throttle to meet the conditions described in the preceding paragraph.

Other objects of this invention will be manifest on examination of the accompanying drawings and the following specification.

Figure 1 is a diagrammatic plan view of an internal combustion engine constructed according to one form of my invention.

Figure 2 is a side elevation of the device shown in Figure 1, certain parts being broken away.

Figure 3 is a diagrammatic plan View of parts of my device shown in the position of a closed throttle.

Figure 4 is a diagrammatic plan view of parts of my device shown in the position of a partly open throttle.

Figure 5 is a diagrammatic plan view of parts of my device shown in the position of a half open throttle.

Figure 6 is a diagrammatic plan view of parts of my device shown in the position of a wide open throttle.

Figure 7 is a sectional elevational view taken along the line l! of Figure 5.

Figure 8 is a side elevation of a modification of my invention, the view being similar to a portion of Figure 2.

The reference numeral l indicates the cylinder block of an internal combustion engine having the usual intake manifold 2 to which is attached a carburetor 3. The carburetor is provided with the usual throttle valve 4 mounted on the throttle shaft 5, at one end of which is mounted the crank 6.

The throttle is operated by any of the conventional operating means. In this case I have shown alink I, attached at one end to the crank B and at the other end to the crank 8. The crank 8 is mounted on a rock shaft 9 on which is the crank It. Attached to the crank I0 is a foot pedal H.

I haveshown in the drawings the distributor mounted on the opposite side of the engine block from the carburetor. The invention may equally well be applied to various arrangements of these two devices.

Attached to the shaft 9 at the opposite end to the crank 8 is another crank l3. A link 14 is bent at one end to provide a means for attaching to the crank I3. The other end of the link I4 is screw threaded as at l5 (Fig. 7). The screw threaded end is received into a screw threaded member I6 which is tapered off at one end and bent downwardly as atll. The end of the downwardly projecting member i6 is formed as a ball [8. The ball [8 is received into the socket stud I9, which is crimped over at the top as at 20. The members l6 and I9 form a ball andsocket joint. 1 Y

The lower end Zlof the stud I9 is of smaller diameter than the upper portion. The extreme end of the portion 2| is screw threaded to receive the washer 22 and nut 23. When the stud I9 is inserted in a hole in the bell crank 24 the arrangement forms a swivel joint.

The bell crank 24 is formed with a short projection 25 through which is a hole which receives the stud IS. The crank 24 also has a longer projection 26. The crank is held in position by a bolt 21 attached to a plate 28 outwardly projecting, in this modification, from the engine block I. The crank 24 is so mounted on the plate 28 as to be freely rotatable about the axis of the bolt 21. The longer projection 26 of the crank is perforated at theouter end to receive downwardly turned end 29'of the link 30.

The distributor I2 is the customary type used on engines of this sort, having pivoted weights (not shown) which are thrown out by centrifugal force for advancing the spark during high speeds and retarding the spark during low speeds. This construction is conventional and fully understood by those skilled in the art. It is undesirable that position.

The method by which I accomplish this comprises a crank arm 50 mounted on the side of the distributor l2 in such a manner that the distributor cap 3| may be rotated in either a clockwise or counter-clockwise direction. In all the figures shown a clockwise rotation advances the spark. The distributor is provided with stops 39 and 40 (Figs. 3, 4, etc.) to limit the distance through which thecap 3| may rotate, usually from 20 to 25 degrees. 7

The crank arm 50 has a swivel member 3 mounted. on it. The member 32 is drilled horizontally to receive loosely the rod 30. The rod 30 is screw threaded, as shown diagrammatically at 33, to receive the adjusting nut 34. The member 32 is slightly flattened on one side so as to form a'better seat 35 for the nut 34. The crank arm 50 is perforated so that the spring 3'! may be attached to it. The other end of the spring 31 is attached to the anchor 38 secured to the engine block.

A modification is shown in Fig. 8, in which the crank 8 has a slot 15 into which the rod I is inserted.

In operation, the spring 45 normally holds the throttle valve 4 in closed position, and the crank arm 58 in its anti-clockwise position, thus retarding the spark as shown in Figures 1, 2 and 3. On depressing the foot pedal II, the crank arm l rotates the rock shaft 9. This movement rotates the crank arm 8, actuating the link "I and opening the throttle valve 4. This same movement of the shaft 9 rotates the crank arm l3, actuating the link -14, thereby rotating thebell crank 24 in a clockwise direction. The rotation of the crank 24 moves the 'rod 30, and hence the nut 34 away from the member 32. The spring 31, however, causes clockwise rotation of the distributor capto the limit of its motion, thus advancing the spark. As shown in Figure 4 the throttle has been opened slightly, in this showing about one-sixth, the distributor cap has rotated to its limit against the stop 40, and 'thespark is advanced. Further movement of the throttle will'cause the rod 30 to move in the same direction, the nut 34 leaving the member 32. When the throttle is half open, which position is shown in Fig. 5, the spark is still held in the same advanced postion as shown in Fig. 4.

The distributor cap remains in its clockwise position during further opening of the throttle until the throttle is nearly wide open at which .time the nut 34 again contacts the member 32 and finally retards the spark when the throttle is fully open;

It will be noted that withrespect to Figures 3, 4, 5 and 6 the rod 30 moves to the right during the first half of the throttle opening and to the left during the last half of the opening.

The closing of the throttle merely reverses the above cycle. 7

By arranging the relative lengths and angles of the arms 25 and 26 of the bellcrank 24 the spark, may be advanced and retarded during any desired throttle position.

' By using the modification shown-in Fig. 8 during the starting of the engine the foot pedal II is depressed, rotating the rock shaft 9 and moving the rod I4, thereby advancing the spark. During this operation the lost motion due to the slot 15 is being taken up. The operation from this point is the same as the above description.

Iclaim:

In an internal combustion engine, having a device for supplying fuel mixture thereto, a valve for controlling the supply of said mixture, means including a distributor for supplying a spark to said engine, said distributor having adjusting means whereby the timing of the spark may be advanced or retarded, a manually operable device for controlling said valve, connections between said manually operable device and said 7 distributor adjusting means, said connections be- LEONARD D. BOYCE. 

